Internal combustion engine



N06. 14, 1939,; R. k. LEE 2,179.938

INTERNAL coNBusTIoN ENGINE I Filed Juneso, 1954 s Sheets-Sheet 1 INVENTOR. 77046) /f. lee.

Nov. 14, 1939. R. K. LEE

I INTERNAL COMBUSTION ENGINE File d Jqne- 30, 1934 5' Shanta-Shoe; 2

INVENTOR- 5 Faye 7 f7. lee.

BY A @m%w ATTORNEYS.

' Nov. 14, 1939. R. K. LEE

INTERNAL COMBUSTION ENGINE Filed June 30, 1934 5 Sheets-Sheet 3 I Nov. 14,1939. R, K. LEE 2.179.938

INTERNAL COMBUSTION ENGINE I Filed June 30, i934 5 Sheets-Sheet 4 INVENTDOR. fio ger A. Lee.

each other.

' Patented Nov. 14, 1939 PATENT OFFICE 2.11am mam. COMBUSTION ENGINE Roger K. Lea-Highland Park, Mich., assignor to Chrysler Corporation, Detroit, Mich, a corporation of Delaware Application in... so, 1934, Serial No. 133,200

14 Claims.

This invention relates to internal combustion engines and refers more particularly to improvements in engines of the type wherein the cylinders are arranged radially about the engine crankshaft.

My invention is also particularly related to internal combustion engines of the positive valve operating type although in the broader aspects thereof many of the novel features of my invention are not necessarily limited to radial types of engines or to engines having positively operated valves.

It is an object of my invention to provide an improved valve operating mechanism which may be successfully operated at speeds materially higher than the usual speeds of conventional engines, used for driving motor vehicles, for example. While my improvements are not necessarily limited in their application to such high speed engines or to engines, for driving motor vehicles,'they are particularly adapted to such applications.

Another object of my invention is to provide improved valve operating means for radial engines wherein the timing of the valve operations will he maintained with improved precision, thereby resulting in greater engine efliciency,

smoother engine operation, and adaptability to relatively high engine speeds.

A further object of my invention is to provide an improved valve operating means especially adapted for radial engines wherein a plurality of valve operating shafts 'are cooperatively associated with each other and simultaneously driven in an improved manner from the engine. A

Another object of my invention is to provide an improved valve operating mechanism, especially of the positive operating type, wherein the valve operating arms are arranged in an improved manner with respect to the engine cylinders. Thus,

I have provided a novel arrangement of pairs or groups of valve operating arms, the arms of each pair respectively actuating an intake and an exhaust valve of adjacent cylinders.

An additional object of my invention resides in the provision of improved means for driving the valve shafts wherein the crankshaft drives the valve shafts but the crankshaft and valve driving mechanism are free to deflect relatively to This feature of my invention provides improvements especially in connection with engines having cantilever crank pins, my in:

vention making it possible in an improved manner to utilize a crank pin of this type to drive the valve operating mechanism without influence from crank pin deflections.

. A further object of my invention is to provide an improved lubricating means or system for the valve operating shafts, the lubricating means preferably also being extended to provide lubrication under. pressure for the valve shaft driving mechanism, connecting rod bearings, and crank pin.

Another object of my invention is to provide improved means for operating the engine accessories and for mounting and arranging the accessories in a simplified manner by utilizing existing driving mechanism in the engine. Thus, I have provided for driving the cooling system fan, distributor, water pump, and oil pump from the crankshaft through the intermediary of valve operating or driving shafts which are preferably grouped about one end of the crankshaft.

An additional object of my invention is to provide an improved cooling means or cooling fluid circulating system for an engine, my cooling system being particularly adapted to radial engines.

A further object of my invention is to provide a simplified, light weight engine structure of the radial type.

Among further features of my invention is the provision of a unitary combined fuel mixture intake and cooling fluid manifold structure associated with the various engine cylinders; the provision of an improved intake manifold and fuel mixture supply means for the engine; the

provision of means for supporting the valve operating levers from the aforesaid manifold structure; and the provision of improved lubrication means for the valve shafts and other mech anism drivingly associated therewith.

Further objects and advantages of my invention will be more apparent from the following detailed description of 'one illustrative embodiment thereof, reference being had to the accompany ing drawings in which: 7

Fig. 1 is -a sectional elevational view longitudinally through my engine, the section being taken along the line i-l of Fig. 2.

Fig. 2 is a front elevational view of my engine with parts thereof broken away to illustrate a typical cylinde'r and'the valving mechanism associated therewith. I

Fig. 3 is a sectional plan view through one of the cylinder heads as indicated by the line 3-3 of Fig. 2-.

Fig. 4 is a sectional elevational view somewhat fragmentary and diagrammatic in form illustrating the arrangement-of the valve operating shafts,

Fig. 1.

Fig. 5 is a sectional elevational view along the line 5-5 of Fig. 1.

Fig. 6 is a front elevational view of the combined intake manifold and cooling water manifold structure also illustrating the manner of support for one of the pairs or groups of valve operating levers.

Fig. '7 is a fragmentary top plan view partly in section of the structure shown in Fig. 6, the view being taken as indicated by the line |--'I of Fig. 6.

Fig. 8 is a fragmentary side view of the structure shown in Fig. 6, the view being taken as indicated by the line 6-6 of Fig. 6.

Fig. 9 is a detail sectional view taken along the line 9-9 of Fig. 8.

- Figs. 10 and 11 are detail views of the structure shown in Fig. 6, these views being respectively taken asindicated by the lines ll-ll and ll.-l I of Fig. 6.

Fig. 12 is a detail sectional view taken along the line l2l2 of Fig. 10.

Fig. 13 is a detail sectional view taken along the line l3-l3 of Fig. 11.

Fig. 14 is a detail sectional view taken along the line l4--l4 of Fig. 1 illustrating the crank pin and connecting rod assembly.

Fig. 15 is a detail sectionahelevational view taken along the line 15-16 of Fig. 1 illustrating my improved drive for the valve operating mechanism.

Referring to the drawings, it will be noted that I have illustrated my improvements in an in-.

ternal combustion engine of the six-cylinder radial water-cooled type. Engine speeds of 5,000 to even 10,000 R. P. M. are possible h utilizing my inventions although it will be understood that such values of engine R. P. M. are cited herein for illustrative purposes in order to illustrate the unusual operating characteristics of my improvements and such values in practice may be varied as desired.

The engine includes a fixed crankcase structure l0 and radially disposed cylinders ll secured in equiangular relation on said crankcase. The cylinders ll may have any desired suitable construction, the novel cylinder structure illustrated in the drawings not forming a part of the subjectmatter claimed in this application. According to the present embodiment of my invention each of the cylinders II is of the water-cooled type although many of the features 'of my invention which do not relate to the water-cooling system may be employed with air-cooled cylinders. Each cylinder has an inner sleeve l2 and an outer sleeve 3 maintained in concentric and spaced relation by a base member l4 and a top member or cylinder head l5, these members being' suitably bonded as by welding to the sleeves. The base members l4 are provided with flanges l6 shown in Fig. 2 by which adjacent cylinders may be secured to the crankcase by means of clamps l1 and bolts l8. The spaced concentric sleeves l2 and I3 provide water jacket spaces l6 between and around the cylinder walls, these jacket spaces communicating through ports I! with water jacket spaces 20 provided in the cylinder heads l5.

Slidable within the inner sleeve l2 which constitutes the cylinder wall of each cylinder is a piston 2| which may be of any suitable construction and which does not in itself constitute a part of my invention as claimed in'this application.

-the section being taken along the line H of The main portion of each connecting rod is indicated at 22 and may be tubular in form for lightness in weight, an annular bearing member 23 being permanently secured to each tubular rod portion 22, the bearing members being adapted to receive the crank pin of the engine.

The crankcase structure HI comprises a central main body portion 24 having rear and front openings adapted to be closed by the covers, wall structures or end members 25 and 26. The parts of the crankcase are preferably aluminum or similarlight weight metal or alloy castings and the body portion 24 is provided with an annular series of cores indicated at 21 for the reception of the respective cylinder sleeves I2, and as indicated at 28 in Fig. 4 for the accommodation of the pairs of cam-actuated valve operating arms which will be presently described in detail. The rear end member 25 of the crankcase structure is substantially bell-shaped and centrally apertured at the smaller end 29 thereof for the reception of a crankshaft 30 shown in Fig. 1. Power taken from the crankshaft is adapted to drive the motor vehicle (not shown) or to operate such other machine or device as may be desired. This crankshaft is journaled in ball and race types of bearings 3| and 32 mounted in the crankcase and arranged adjacent the ends of the crankshaft, the bearing'3l being carried within the end 29 of member 25 and the bearing 32, which has a larger diameter than the bearing 3|, being mounted in the transverse wall 33 secured by fasteners 34 between the forward end of the members 25 and the crankcase body portion 24.

The crankshaft 30 is provided with an enlargement 35 in which is journaled, eccentrically with respect to the axis of the crankshaft, a spindle 36 which projects forwardly beyond the end of the crankshaft and into the crankcase body portion 24 to provide a cantilever crank pin 31.

The spindle 36 is journaled intermediate its length by a roller bearing 38 arranged at the forward end of the enlarged portion 35 and by a ball and race type bearing 39 journaled in the rear end of spindle 36 at the rearwardly disposed end of the enlargement 35 of the crankshaft. The spindle 36 is maintained in position within the bearings 38 and 39 by a shoulder 40 which abuts the forward face of the bearing 39 and by a nut 4| which will presently be more fully described.

The forwardly projecting end 31 of the spindle 36 forms the engine crank pin on which is journaled the annular bearing members 23 connected 1 to the aforesaid connecting rod members 22. Re-

ferring also to Figs. 1 and 14 it will be noted that the annular bearing members 23 in the present illustrated embodiment of my invention are arranged side by side with the axes of adjacent cylinders slightly spaced longitudinally of the crank pin 31 although the cylinder axes may be positioned in a common plane if desired.

All of the bearing members 23 are directly journaled ion the crank pin 31 which, in turn, is

., rotatably journaled relative to the crankshaft 30.

and thus prevents oil mist and particles of oil thrown about in chamber 13 from passing to chamber 24 whereby cylinders l2 are not excessively lubricated.

The valve operating mechanism which is located in the chamber 44 and which will be presently described in detail is driven from a driving shaft which is c'o-axial with the crankshaft 36 and which is provided with a drive pinion 46. This shaft is rotatably journaled by a bearing 41 in the wall 43 and by a forward bearing 41 car"- ried by the end member 26, the shaft 45 having a portion thereof projecting rearwardly into the crankcase 24 for mounting a disc 48 adapted to drive the shaft 45. This valve gear driving disc 48, as best seen in Figs. 1 and 15, is provided'with an opening 49 adapted to receive a bushing 50, the bushing and disc being capable of a slight amount of relative rotational movement as will be presently apparent. The bushing 59 has an opening 5| eccentric with the opening 49, the opening 5| being rotatably engaged by the forwardly projecting end of. a driving pin 52, this pin being provided with a rearward enlarged portion 53 thereof fitting within the forwardly opening bore 54 of the crank pin 31. I

The driving pin 52 is locked in place with the crank pin 31 by engagement of the diametrically spaced crank pin projections 55 which, as best seen in Fig. 14, fit into radially extending slots 56 formed in the front face portion of the crank pin 31. In order to clamp the driving pin in position and also to maintain the connecting rod assembly against forward axial displacement on the crank sin I have provided the clamping 'rod 51 which ebtends axially through the bore 54 of the spindle 36 for threaded engagement at its forward end with the aforesaid drive pin portion 53, the rear end of the rod 51 extending rearwardly beyond the rear bearing 39 for receiving the aforesaid clamping nut 41 which reacts against the rear end face of the spindle 36 as seen in Fig. 1.

By reason of the eccentricity between the centers of the openings 49 and 5| of the bushing 50, it will be apparent that the disc 48 will not take any of the load of the crank pin 31, the disc 48 having only rotation with the crankshaft 30 since any tendency of the crank ,pin to load the disc 48 and shaft 45 will be compensated for by a slight rotative movement of the bushing 58 in the opening 49. Likewise it will be apparent that any-deflection bf the shaft 45 will not be transmitted to the crank pin, the bushing 59 in such instance having a slight rotative movement as aforesaid. It will be apparent that the bushing 50 may be rotated through an angle of 180 when the disc 43 is disconnected from the bushing, this rotation of the bushing providing a convenient means of changing the relative timing in the drive between the crank pin 31 and the shaft 45.

Theshaft 45 has an axial oil-conducting passage 59 closed by a plug 60 at its crankcase end adjacent which the shaft is provided with a radial conduct the lubricant to the aforesaid bore 54 of the crank pin 31 by reason of a further passage 66 shown in Figs. 1 and 14 as extending for the most part through the enlarged drive pin portion 53. The connecting rod bearings 23 are supplied with lubricant from the crank pin bore 54 by a series of radial conduits 61 through the crank pin at each rod bearing. Lubricant also travels through bore 54 and through the rear conduit 68 to lubricate the bearing 32.

Aplurality of valve shafts or cam shafts 69, preferably six in number for a six-cylinder radial engine as illustrated, are journaled rearwardly by bearings 19 in the partition 43 and forwardly by bearings 1| in the end member 26. Each cam shaft is provided with a gear 12 arranged in equiangular position relative to and about the axis of the shaft 45 and the,crankshaft 30. The gears 12 are each of a diameter twice that of pinion 46 for the four-stroke cycle engine illustrated so that each of thecam shafts 69 receives equal rotation in the same direction at one-half the speed of the crankshaft 30..

The arrangement of the valve shafts 69 in the valve shaft receiving chamber 13 formed by the partition 43 and end member 26 is such that a line between the axes of two adjacent shafts will be bisected by a line normal thereto and passing through the common axis of rocking of a pair of valve operating bell crank levers 14 and 15.

These pairs of-bell crank levers are each supported in the space .provided between adjacent 'cylinders H and each lever 14 has an arm 14' manifold structure 18 as noted in Figs. 8, 10 and 11 in order to adapt the bearing portions to different length sleeve shafts as will be presently apparent. Each bearing portion 11 has a bearing cap 19 removably secured thereto by fasteners 80.

Each sleeve 16 also projects forwardly of its bearing to receive the outer end of an arm 83 which is fixed to the sleeve.

Each bell crank lever 15 has an arm 84 secured to the portion of a rocking. sleeve shaft 85 which projects rearwardly beyond the sleeve 16. Each shaft 85'extends forwardly through an associated sleeve 16 and is thereby journaled independently of the sleeve, the-forwardly projecting end of each shaft 85 having fixed thereto the outer end of an arm 86.

It will be noted that the arms 84 of the bell crank levers 15 also extend in the same direction generally circumferentially of the engine but in the opposite direction'to that of the arms 14 of the bell crank levers. The other arms 83 and 86 of the bell crank levers 14 and 15 respectively extend inwardly in a general radial direction in pairs through the aforesaid openings 28 for operation by the cam shafts 69.

Each pair of bell crank levers 14 and 15 is arranged so that the arm 14 of lever 14 is adapted to positively operate the intake valve 81 of the adjacent cylinder in one direction of sequence (clockwise from each supporting sleeve 16 of the bell crank levers 14 as viewed in Fig. 2) while each arm 84 of the bell crank levers I5 extends in the opposite direction for operating in a similar manner an exhaust valve 88 of the other cylinder adjacent each pair of hell crank levers.

Thus each pair of bell crank leversis arranged for operation between adjacent pairs of cylinders, these levers having oppositely extending arms respectively adapted to operate an intake and an exhaust valve of the adjacent cylinders. It will also be noted that adjacent cylinders have their intake and exhaust valves arranged adjacent the space between the cylinders whereby the pair of bell crank levers occupying this space can be conviently connected to these valves.

The intake and exhaust valves 81 and 88 for a typical cylinder are best illustrated in Figs. 2 and 3. Each cylinder head I5 is provided with a pair of outwardly extending circumferentially spaced valve guide brackets 89 and 90 respectively adapted to guide the stems SI and 92 of the intake and exhaust valves 81 and 88 as best shown in Fig. 2. Each of the valve guide brackets has an opening 93 intermediate the length thereof for receiving the operaing connection with the respective bell crank lever arms 14' and 15.

In Fig. 7 I have illustrated the operating connection between the arm 14' and valve stem 9|, it being understood that a similar operating connection is provided for operating the remaining intake valves and also the exhaust valves of the various cylinders. Thus, the arm 14 slidably and telescopically receives the arm extension 94', this extension rotatably Journaling the arm 95 which has its axis at right angles to the common axis of the arm I4 and the arm extension 04. The arm 95 has a bearing portion 96 threadedly receiving the intermediate threaded portion of the valve stem 9| whereby the valve 8'! may be adjusted axially of the valve stem with respect to the arm 95. A locking member 81 shown in Fig. 2 is adapted to adjustably maintain the arm 95 connected with the valve stem 9|. The valve stem has its outer end provided with a slot 98 to receive a screwdriver for facilitating the adjustment of the valve stem axially with respect to the bearing 96 of the arm 95.

As the arm 14'- is given an oscillatory movement about the axis of its sleeve bearing I6 it will be apparent that the valve stem 9| will be IJOSi'." tively reciprocated to control the opening and closing of the valve 81, the arm extension 94 having a slight axial movement in and out with respect to the arm I4 to compensate for the swinging movement ofthe arm 14. The arm 95 connected with the valve stem 9| will also have a slight rotative movement in the journal provided by the outer portion of the arm extension 94, the arm 95 moving up and down with the valve stem 9| within the opening 93 of the valve stem guide bracket 89. A similar operating connection is provided as aforesaid for each of the operating arms 84 of the bell crank levers I5 for connection with the respective valve stems 92 of the exhaust valves 88.

Each cylinder head I5 is provided with a forwardly extending intake gas passage 99 and the oppositely or rearwardiy extending exhaust gas passage I00 best shown in Fig. 3, these passages respectively opening at the sides of each cylinder for communication with the intake and exhaust gas manifolds IM and I02 for respectively Each valve shaft 09 has four cams I08 secured by a key I04 to a sleeve I05, the latter being mounted as a unitary assembly on its associated valve shaft 69 and secured thereto by a key I00. These cams are arranged in pairs on each shaft, one pair of cams being adapted to operate the intake and exhaust valves of adjacent cylinders as aforesaid while cooperating with one pair of cams on an adjacent shaft, the other pair of cams being adapted to cooperate with the other pair of cams on the other adjacent shaft to operate the remaining valve of one of said adjacent cylinders and also a valve of the next adjacent cylinder. In other words, each valve shaft with its two pairs of cams cooperates with one pair of cams on each valve shaft adjacent thereto to operate the sets of intake and exhaust valves of two cylinders as will be apparent from Fig. 2.

Each cam on the shafts 00 cooperates with a suitably shapedcam provided upon an adjacent shaft so that both cams remain in contact with the inner ends I01 of the arms 81 or 80. These cams and inner arm ends are so shaped that when the cam on one shaft begins to lift the arm end I01, the cam surface of the cam on the other shaft allows the arm end to approach the axis of the latter shaft. In the illustrated construction best shown in Fig. 2, the cams which open the valves are generally pear-shaped in form and the cams which close the valves and cooperate with the first mentioned camsare essentially circular in outline with a portion removed therefrom.

Referring now to the manifold structure I8 which is best shown in Figs. 1, 2 and 6, this structure is in the form of a ring-like or arcuate casting having an outer continuous intake gas manifold I Ill and, where the engine is water cooled and not air cooled, the manifold structure 18 is also formed with a unitary inner continuous ring-like or arcuate water distributing manifold or ring I08. The intake manifold I 0| and the water distributing manifold I08 are separated I from each other by a common dividing wall I00 and opposite each of the cylinders the manifold structure 18 is provided with a pair of bosses I II for the accommodation of the screw bolts Ill best shown in Figs. 1 and 2 for securely mounting the manifold structure to the engine.

At uniformly spaced intervals around the intake manifold IOI, this manifold is provided with rearwardiy extending branch conduits 2 best shown in Figs. and 12 in detail. From Figs. 2 and 6 it will be apparent that in the present embodiment of my invention I have illustrated three of these branch conduits each of which terminates rearwardiy in a flange I I3 for attachment with a carburetor 4' (see Fig. 2) and an associated air cleaner H5. The intake manifold IOI is thus supplied at a plurality of points around the manifold with fuel mixture from the carburetors H4, the intake gases passing through the branch conduits H2 to the intake manifold.

Each cylinder of the engine has its cylinder head intake gas passage 99 supplied with intake gases from the intake manifold IM and to this end the intake manifold has a plurality of circumferentially spaced rearwardiy opening outlets I I6 which respectively register with the passages 99. v

The water distributing manifold I 08 is supplied with cooling water from a radiator I I1 shown in Fig. 1, the radiator having an outlet H8 communicating with the flexible supply conduit or hose I IS. The delivery and of the conduit I I9 is connected to the flange I of the water distributing manifold whereby the cooling water from the radiator is introduced to the manifold through a passage I 2I which extends through the flange I20.

The cooling'water fillsthe manifold I08 and is distributed therefrom to each of the engine cylinders II by the outlets I22 which, as best shown in Fig. 1, respectively communicate with openings I23 leading to the jacket spaces 20 in each of the cylinder heads I5.

From the cylinder head jacket spaces 20 the cooling water circulates inwardlyv through the passages I9 and through the cylinder jacket spaces I 8 for discharge through a passage I24 provided in each of the cylinder inner members I4.

Each passage I24 is in communication with a passage I25 and the passages I25 extend inwardly through the aforesaid transverse wall 43 for communication with the arcuate or annular water receiving ring I26 which lies concentrically within the water ring I08. The annular chamber I26 is also formed in the dividing wall 43 around the bearings 10 of the valve shafts 69 as shown in Fig. 1. For those cylinders which are rearwardly spaced from the wall 43, as in the case of the engine cylinder illustrated at the bottom of Fig. 1, the passage I24 thereof delivers its cooling water to the passage I25 formed in the rearwardly extending projection I21 of the dividing wall 43.

As shown in Fig. 1 the annular chamber I26 delivers the water passed thereto from the various cylinder water jackets I8 through a passage I28 formed in the bottom wall of the valve shaft receiving chamber 13, the water then passing through the chamber I29 of the cap I30 to the inlet of a water circulating pump I3I. The pump I3I thus delivers the water under pressure back to the radiator II1 through the flexible conduit or hose I32 and the communicating radiator conduit I33, the pump I3I pulling the water from the annular chamber I26 and thereby causing the water to circulate under pressure between the radiator and the engine cylinder heads and cylinders.

Intermediate the cylinders II at the points where the cam actuated bellcrank lever arms 83 and 86 extend outwardly beyond the manifold structure 18, this manifold structure is defiected or recessed rearwardly as shown at I34 in Fig. 8. In this manner the bell crank lever arms are designed to operate without interference from the manifold structure 18 and the amount of deflection of the manifold structure 18 is in accordance with the requisite clearance at the points of location for the aforesaid pairs of cam operated arms. Thus, more clearance will be necessary for the arms actuated by the rear pairs of cams I03 on the valve shafts 69 than will be required for the forward pairs of these cams as will be readily understood. The arrangement of these inner and outer pairs of cams, together with the portions of the manifold structure 18 which are offset to lie against I will next describe my novel arrangement ofaccessory drives as best shown in Figs. 1 and2. In Fig. 1 it will be noted that the driving shaft 45 which is co-axial with the crankshaft 30 is P provided with an extension I35 projecting forwardiy beyond the bearing portion 41' of the end member 26. Mounted on the shaft extension I35 and secured thereto is a hub I36 which carries the fan I31 positioned adjacent the' rear of the radiator II 1 for inducing air circulation through the radiator for cooling the water passed thereto from the pump I3I.

' The valve shafts 69 are also utilized for driving various other of the engine accessories. Thus, one of these valve shafts is provided with a spiral pinion I38 shown in Fig. 2, this pinion being adapted to drive the gears I38 and I40. The gear I39 drives a shaft I4I whichextends outwardly to operate the aforesaid pump I3l while the gear I40 drives its shaft I42 which extends outwardly of the engine for driving the distributor I43- The distributor is provided with the usual ignition cables I44 which respectively lead to the spark plugs I45 (see Fig. 3) for firing the charge in each of the engine cylinders.

Another of the valve shafts 69, illustrated at the top of the valve shaft receiving chamber 13 in Fig. 1, has a forward bearing in the end member 26 and carries-a gear I46 of the oil pump I41, the other cooperating gear of the oil pump being designated at I48.

The oil pump I41 draws its'supply of lubricating oil from the oil reservoir I49 through the intermediary of the pipe I50. As best shown in Fig. 5 the oil pump delivers the oil under pressure through a passage I5I formed in-the end member 26, the passage I5I communicating with a further passage I52 also formed in the end member 26 and extending outwardly from the bushing I53 at the bearing portion 41. The outer end of the passage I52 is closed by a plug At its inner end the passage I52 is provided with an annular passage I55 which distributes respectively leading to the bearing portions 1| of the various valve shafts 69.

The drive shaft 45 has its aforesaid longitudinally extending conduit 59 formed with a forward passage portion I51 and a communicating radial passage I58 adapted to register during each revolution of the shaft with a port I59 formed in the bushing I53. In this manner it will be apparent that the oil under pressure from the pump I41 is delivered to the passage I52 and therefore to the annular distributing passage I55 whence the oil is supplied outwardly to the valve shafts'69 through the radial passages I56. A portion of the oil under pressure is also supplied through the port I 59 for communication through the conduit 59 of the drive in communication with the central conduit 59 and so located that as the drive shaft 45 rotates a portion of the lubricant will be thrown under pressure or sprayed toward the cams I03 for emciently lubricating the cams and the inner ends of the bell crank lever arms 83 and 86 which are operated by these cams. v

The lubricating oil supplied to the bushing I53 serves to lubricate the forward bearing of the drive shaft 45 and the forward bearing of the valve shaft 69 which drives the oil. pump I41 is lubricated as shown in Figs. 1 and 5. Thus,

this valve shaft is provided with an axial passage I6I and a radial communicatingpassage I82 adapted to register during each revolution of the valve shaft with a port I formed in the bushing I64, this port opening to the passage I52. The lubricating oil thus supplied to the valve shaft passage I8I passes rearwardly therethrough to the'space provided at the end of the bearing portion I0 of the valve shaft for contact with the bearing portions of the bushing I".

The space at the rear of the valve shaft bearing portion I0 is closedto the crankcase 24 by a plug I66.

Each of the remaining valveshafts is provided with a similar radial passage I82 adapted to register with a similar port I of the associated forward bushing I 84, each port Ill being in communication with one of the aforesaid passages I58 whereby lubricating oil is-periodically supplied to the various axial passages ISI for lubricating the rear bearings of the valve shafts in the manner Just previously described in connection with the valve shaft which mounts the oil pump I41.

I have also provided means for returning the lubricating oil which is collected at the bottom of the crankcase 24 and the valve shaft receiving chamber I3 and returning this oil to the lubricant reservoir I41. Thus, as shown in Fig. l, the bottom of the crankcase 24 surrounding one or more of the inner sleeves I2 provides a collector chamber for the lubricant, the oil running off from this chamber through a pipe I61 which leads to the reservoir I48. The oil is also drained from the chamber I3 by a similar pipe I68 which likewise communicates with the reservoir I49.

Various modifications and changes will be apparent from the teachings of my invention, as set forth in the appended claims, and it is not my intention to limit my invention to the particular details of construction and operation shown and described for illustrative purposes.

What I claim is:

1. In an engine having a crankshaft and a plurality of cylinders radially positioned with respect to said crankshaft, each of said cylinders having an intake and an exhaust valve, a plurality of valve operating shafts, means for driving said shafts from said crankshaft, valve operating means operably connected to the intake valve of each cylinder, valve operating means operably connected to the exhaust valve of each cylinder, the valve operating means for the intake valve and exhaust valve of each pair of adjacent cylinders each including one of a pair of operating elements, means for positioning each pairof operating elements for actuation by a pair of said shafts, and means carried by said shafts for operating said elements.

2. In an engine having a crankshaft and a plu rality of cylinders radially positioned with respect to said crankshaft, each of said cylinders having an intake and an exhaust valve, a plurality of cam shafts having their axes parallel to the crankshaft axis, means for driving said shafts from said crankshaft, and a pair of bell crank levers each having one arm thereof positioned for actuation by a pair of adjacent cam shafts, said bell crank levers having their other arms extending in generally opposite directions for respectively operating the intake valve and exhaust valve of adjacent cylinders.

3. In an engine having a crankshaft and a cantilever crank pin carried thereby, said crank pin having a lubricant conducting bore, a drive shaft co-axial with said crankshaft, said drive shaft having a lubricant conducting bore, means for drivingly connecting said crank pin to said drive shaft, a plurality of cam-carrying valveshaftslspaced about said drive shaft and adapted to be driven therefrom, said valveshafts havin their axes parallel with the axis of said drive shaft, means for supplying lubricant to said drive shaft bore, means for distributing the lubricant from said drive shaft bore to lubricate the valveshaft cams, and means for conducting lubricant from said drive shaft bore through said driving connection to said crank pin bore.

4. In an engine having a rotating cantilever driving' crank, a cylindrical element connected with said crank eccentrically with respect to the axis of said cylindrical element, a member driven by said cylindrical element, said member rotatably mounting said cylindrical element, said driving crank, cylindrical element, and driven member being provided with communicating lubricant supplying passages, and means for conducting lubricant to one of said passages.

5. In an engine having a crankshaft, a drive shaft aligned with said crankshaft and driven therefrom, a plurality of valveshafts spaced about said drive shaft and having their axes parallel with the axis of said drive shaft, cams on said valveshafts, cam followers actuated by said cams, said drive shaft having a lubricant conducting bore and lubricant discharge passage communieating with said bore and adapted to spray lubricant on said cams and followers during rotation of said drive shaft, and means for supplying lubricant to said drive shaft.

6. In an engine of the radial type having a crankcase structure provided with an opening at one end thereof, a cover for said opening, a plurality of rotatable valveshafts journaled by said cover, an oil pump carried by said cover, said cover having a plurality of oil conducting passages for conducting oil from said pump to said valveshafts.

7. In an engine of the radial type having a crankcase structure provided with an opening at one end thereof, a cover for said opening, a plurality of rotatable valveshafts journaled at one of their ends by said cover, said crankcase structure having a wall journalling the other ends of said valveshafts, said valveshafts having lubricant conduits axially therethrough for conducting lubricant to said wall journals said cover having a plurality of lubricant passages for conducting lubricant to the bores of said valveshafts, and means for supplying lubricant under pressure to said passages.

8. In an internal combustion engine of the radial type, a crankcase structure, a drive shaft, spaced wall structures journalling said drive shaft, a plurality of valveshafts spaced around said drive shaft, journaled by said wall structures and driven from said drive shaft, one of said wall structures having a plurality of passages between said drive shaft and said valveshafts, means for supplying lubricant under pressure to one of said passages, and means for conducting the lubricant from said lubricant supplied passage to the remainder of said passages for travel therethrough to said valveshafts.

9. In an engine having a plurality of radially arranged cylinders, a crankshaft, a crankcase for said crankshaft, a valve operating chamber adjacent said crankcase, a plurality of valveshafts operating in said chamber, partition means intermediate said chamber and crankcase adapted to intercept lubricant travel from said chamber to said crankcase, means for pumping lubricant to said chamber for supply to said valveshafts and to said crankcase for supply to said crankshaft, and means for withdrawing lubricant tending to collect in said crankcase and chamber.

10. In an engine having a crankshaft and a plurality of cylinders radially disposed about said crankshaft, valving means associated with each of said cylinders, a plurality of valve operating shafts having their axes parallel to the crankshaft axis, means for driving said shafts from said crankshaft, and means for operating said valving means including a plurality of grouped pairs of elements, means for positioning the elements of each group for operation by a pair of said shafts, and means operably connecting the elements of each pair respectively with valving means of a pair of said cylinders.

11. In an engine having a crankshaft and a plurality of cylinders radially disposed about said crankshaft, valving means associated with each of said cylinders, a plurality of valve operating shafts equal in number to the number of said cylinders and having their axes parallel to the crankshaft axis, cams carried by each of said shafts, means for driving said shafts from said crankshaft, means for operating said valving means including a plurality of grouped pairs of cam followers, the followers of each group being positioned for operation by cams on a pair of said shafts, and means operably connecting the followers of each pair respectively with valving means of a pair of adjacent cylinders.

12. In an internal combustion engine having a crankshaft and a plurality of cylinders, a plurality of valve operating shafts each carrying a plurality of cams more than two in number, means for driving saidshafts from said crankshaft, valving means for said cylinders, means for operating said valving means including a plurality of pairs of cam followers, each pair being adapted for operation by an associated pair of valve operating shafts, and means operably connecting the cam followers of each pair respectively with valving means of an adjacent pair of cylinders, each cam follower of each of said pairs having a cam operated portion positioned between and operated by a pair of cams carried by a pair of valve operating shafts associated therewith, at

least one of the cams carried by the valve operating shafts of each of said associated pairs cooperating with a cam carried by another of said valve operating shafts for operating a cam follower of another of said pairs.

13. In an engine having a crankshaft and a plurality of cylinders radially positioned with respect to said crankshaft, each of said cylinders having intake and exhaust valves associated therewith, a plurality of cam shafts the same in number as the number of said cylinders, said cam shafts having their axes parallel with the crankshaft axis, means for driving said cam shafts in unison from said crankshaft, a plurality of cams carried by each of said cam shafts, a plurality of pairs of bell crank levers, means for mounting said pairs of levers for oscillatory movement about common axes, each lever of said pairs oflevers having an arm extending generally radially inwardly from the mounting thereof for operation by cams on adjacent shafts to positively operate said inwardly extending arms, each lever of said pairs of levers having an arm extending generally laterally from the mounting thereof for positively operating one of said valves, said laterally extending arms of each lever of said pairs of levers extending in generally opposite directions from the mounting thereof.

14. In an engine having a plurality of radially arranged-cylinders, a crankshaft, a crankcase for said crankshaft, a valve operating chamber adjacent said crankcase, a plurality of valve operating shafts operating in said chamber, partition means intermediate said chamber and crankcase from said reservoir to said lubricant pressure sup- .p v means.

ROGERK. LEE. 

